Air-brake valve



Feb. 27, 1923 1,446,723

O. G. PENDLETON AIR BRAKE VALVE Filed Oct 11, 1921 INVENTOR ATTORN EY Toall @07m/17% may awww-12..'

Be it lm W21 that l, @SCAR PENDLMON.

au citizen olif lie Uni-Led States, residing a+ foea'ui, in theoouii'liy of "Eicon and ff 5 of llliiiois, lieve invented new and 'useiliiipioiviiieiiis in liii-alille Valves,

which 'the following is a specification.

This invention i'eletes; o veli/ee @ucl compeliends e oc'ioii oi' use loiii :iiil lai-alie s'fs/U is Well l we met heat iii mi brake syseems, diaw s zii-e Liequeiimy seperated :'ioiii lieii' eoiiiieeions iiieileii'fio ille appliceioii siii release of the biel j espeoi ily on loiigtwins.. Wlieie ilie impossible ei J nous ing' syste/i 'C1'. 1 i i..,'f.leugen oi loe emilie egim, iii oiiling sylezo tems new iii use, if; iseesey to apply 1iii-@kes ai. 'the time, and when the la. @cer are used.in descending Fountains n 'vv' u il wvCl or seeo Llief ofqre meeting@lie Wheels, which o? nef; neeersitetes 25 hopping alle are Wiliiesulteiiiloss of time to allow the s o Cool.

it is tlie'ejoie lie chiel ciaieotemstie A on to pi'ovicle Valve loeuecliii lie 1. line and des p iecl 'to pew-it the ie be alteiiiately appliedi -el as 15o elimiiiae ell cli'zmv as Well Elie Wheels under' any andillus emoviiig die objections alie Sysems conditions, lieieinaloovenoecl in the eli new in use.

The iif-luice en @bien will loe oee loiifiiig clela-ileil oesofip-ion isref-cl 'iii Coill aclvanegee of the invenimclei'stood when #theiolinveiiion iesiding in JIhe con "i me', llie Filemon., com.- of

pinoli-ion9 mm1/@ement papis e. claimed. Q

l-ile numerals of iefereoee indipare in the Seveel Views'aul i@ elevaionof 4the veli/e SlioW- iguie l le sections of the hm i couple@ Willi *mesectional View 21 Sami o Figure 3 is e seotioml View taken on lue 2 2ol' Figure 2 figure L; i e tary seeuonal View o1 .iiocliiiecl colis'eue'i i.

metter of Th ve ve loi-ming 'lle subject lie pieseii'b inventioncoizipiises a valve easing iiiilleaoi et l@ piovidecl with nipples llwhich pi'oje ioiii the easing at liieetly opposie po' adjacent the lowerenel thereof. These iiifples lieve suitably Coupled liei'e Nicli, 'theseoioiis l2 and i3 of the ii-ain liiie .illusiar'cecl ii- Figure l.

The easing l0 is closed et its lowei" eiicl by 2; i' omlole ooit ziiwhich may be euieil lo Jiie l0 iii any suitable maniiei. rllie isieliei'ebly formed with a iziiige l5 ff pui-pose, Wliile *alle bo- 'oiiiis eg? l Willi a simile? flange and 'thi-eel; allies; Suitable le lem-vrelements ae passed as illustieecl le 2. 'll-ie iii liiie pi'essuie isaclto and efxliaueteo. iofo tlie easing' l0 tlii'ougli 4|lie nipples ll,and tliiseomiiiuiiication between the air lil e Sections 12 amil 13iespeovelj! and. lie'i'elve Casing; l0 is eoii- Jai-oiled by ineens*Clie valve to be preseiily cleseriliecl. This valve has e configurationSimilar Vo spool eiiil includes lippe? ai@ liv-ei pisoiis 18 incl 19respectively which ooiiiieob il by Cei llizil boel); poi'- i tion 20Wliieli ie reduced lo pio-viale a spec-e 2l I oodv 'ion 2O enel between'lie @aging l0, allioieli tli lit Siiiwlv against illustre ed.. rlieboflj' formed Willi e boie 22 wlileli is open at one the nipl. l with apassavo bottom ll. el lo Comiiiuiiimte will t iowevei'. Llie coi passage24; and 'lie pf L5 is eoiiiollecl by a spiliig; pie ve 2R ilie siem otwhich slides in a hollow eXtenassaoes 32 and 33 res aectivel whichdeadsok from the nipples 11, the adjacent ends of,`

these passages opening as at 3d into a reducing valve indicatedgenerally at A in Figure 1. This valve A. may be of any wellhnownconstruction, and is of course employed to maintain a reduction inpressure in the air line at the left hand side of the valve casing 10,as compared to the normal pressure of the system at the engine side ofthe valve.

lt is of course understood that the valve forming the subject matter ofthe invention is used to the best advantage with a long train of cars,and that the valve can be positioned at any point in the train linesystem found most desirable. ln practice, when the` valve is initiallyarranged in the train line, the valve proper assumes the positionillustrated in Figure 2, in which position the nipples l1 arein opencommunication with each other. `When air is subsequently admitted tothe' train line, it passes through the valve casing from the section120i the train line'to the section 13, untilthe pressure within the linereaches a certain degree, necessary to actuate or open the valve 27.This valve can be adjusted or regulated to open under any desiredpressure, and when it assumes an opened position, the air pressure Howsthrough the passage 24 into the passage 25, acting upon the bottom ofthe piston 18 to elevate the valve in its entirety to the positionindicated by dotted lines in Figure 2. This constitutes the closedposition of the valve which it maintains under pressure against thetension of the spring 23. j Say for instance, that the normal pressureof the air line to the valve casing 10 is seventy pounds, and thatthevalve 27 lwas adjusted to open under a pressure of sixty pounds. 1Whenthe pressure within the casing 10 is sufficientto open the valve 27, al-

lowing the valve proper to assume its closed position, the said valvecloses communication between the nipples 11 in so far as any directcommunication Iis concerned through the casing 10. rllie air. pressurethen admitted to the casing at the right hand side thereof passesthrough the arcuate-shaped passage 32 into the reducing valve A, andythence into' the passage 33 to the nipple at the left hand side of thevalve casing 10. The reducing` valve under tnese conditions would beadjusted to maintain a' maximum pressure of sixty pounds of air in thetrain line system at the left hand side of the valve casing, as comparedto the normal pressure of seventy pounds on the right hand side of thevalve casing as above stated. rllhe engineer applies the brakes, in theusual manner andas the seventy pound pressure at the right hand side ofthe valve must be reduced first, before any reduction in the air linepressure can take place in the air line, leading from the opposite sideof the valve, the brakes at the front end of the train are applied inadvance and independently of the brakes at the rear of the train. vWhenthe train line is charged to effect a release of the brakes, the latterat the rear of the train are released prior to the release of the brakesat the front of the train. lncident to the application of the brakes,the spring 23 functions to move the valve to its opened position andthus establish direct .communication between the nipples 11 through thevalve casing, and with the return of this valve to the positionillustrated in Figure 2,the air beneath the valve is forced out of thecasing 10 through the port 31. By reason of the construction andcontemplated operation of the valve thus far described, it is manifestthat the brakes at the front of the train are not only initially appliedas compared with the brakes at the rear of the train, but theapplication of the brakes at the front is so effective that it properlytakes care of the slaclr which occurs in a long train, incident to theapplication of the brakes, so that the brakes throughout the entiretrain may be applied without the draw bars being` subjected to duestrain, which frequently results in separating the draw bars from theirconnections.

lin Figure 4, l have illustrated a lsomewhat modified construction whichis primarily intended forl use to alternately apply and release thebrakes at the opposite ends of the train whendescending a mountain or asteep grade for the purpose hereinabove clearly set forth. As shown inFigure 2, the valve casing 10 is provided with a nipple 35 whichprojects from the casing 10 and communicates with the interior thereof,and which nipple has an exhaust port 36. Nor-l mally, or in other words,when the valve is used under ordinary conditions as above described, thenipple 35 aswell as the eX- haust port 36 is closed by a plug 37. Howlever, should the valve in its entirety be used on a train about topursue a mountainous journey, the valve casing 10 wouldbe reversed toposition the nipple 11 adjacent which the valve 27 is arranged to theengine side of the air line, after the plug 37 has been removed and arelief valve 38, similar in construction to the valve 27, positionedwithin the nipple 35. Aside from the substitution of the valve 33 forthe plug 37, the construction of the valve illustrated inlig` ure 1 issimilar to the construction as shown in Figure 2. n

l/V hen the structure is used with the valve 38, and the valve reversedin the manner above described, the air pressure admitted to the casingl0 at the engine side of the valve, actuates the valve 27 in the mannerhereinabove described to elevate the valve 20 to its closed position asshown by dotted lines in Figure 2. ln this use of the valve, thereducing valve A illustrated in lEigure l is dispensed with, and theopenings 34: in the adjacent ends or the arcuate-shaped passages 32 and33 are plugged or otherwise suitably closed. Subsequent to the closinget the valve 20 as indicated by dotted lines in Figure 2,. a certainportion of the air pressure in the air line at the left hand side of thevalve is allowed to escape through the port 36 of the nipple 35, theamount ot pressure allowing to escape depending upon the adjustment orthe valve 38, which can be regulated accordingly.

F or instance, it the normal air line pressure is seventy pounds, thevalve 27 is adjusted so that it will not open unless subjected toovercharge or pressure, or in other words, a pressure above seventypounds. rlhe running position et the valve is illustrated in Figure 2,so that the pressure throughout the entire air line would beapproximately seventy pounds. Now, when it is desired to apply thebrakes, the air line is overcharged suliciently to open the valve 27which admits air into the casing l0 beneath the piston 18, lifting thevalve against the tension of the spring 23 until thev valve assumes itsclosed position. Direct corninunication is then cut off between thenipples ll, and the pressure in the air line at the left hand side ofthe valve, subsequent to closing the latter is allowed to escape throughthe oy-pass 39 and the valve, and subsequently ind its way to theatmosphere through the port 86. lt is of course under# stood that thevalve 38 is regulated to permit ot this decrease in pressure in the airline at the lett hand side of the valve, and it is incident to thisdecrease in pressure that the brakes of the rear of the train areapplied. l/Vhen the overcharge is reduced at the engine side of thevalve in order to apply the brakes at the front of the train, the spring23 returns the valve to its'normal position illustrated in Figure 2, atwhich time the air line at the lett hand side of the valve is charged.

lWhile it is believed that from the toregoing description the nature andadvantages ot the invention will be readily apparent, l desire to haveit understood that l do not limit myself to what is herein shown anddescribed, and that such changes may be resorted to when desired as tallwithin the scope of what is claimed.

What l claim is:

l. ln an air brake system, a valve arranged in the air line, means torproviding a variance in pressure in said line at the opposite sides otthe valve, and said valve being operable to control the alternateapplication of the brakes at opposite ends or' the train.

2. ln an air brake system, a valve including a casing arranged betweenand cornmunicating with adjacent air line sections, 'means providing fora. variance of pressure in said sections, and a pressure actuated valveoperating within the casing to control said communication, whereby thebrakes are alternately applied at the opposite ends ot the train.

3. ln an air brake system, a valve including a casing arranged betweenand corninunicating with the adjacent air line sections, means forproviding a variance ot' pressure in said sections, and a spring pressedvalve slidable within the casing and actuated by the iluid to controlsaid communication between the section, whereby the brakes arealternately applied at opposite ends of the train.

In testimony whereof l affix my signature.

OSCAR G. PENDLETON.

